Cessna 172N and Piper PA-28-140 mid-air collision near Palm Springs, California, February 16, 2000
On February 16, 2000 at about 1:29 am local time, 2 aircraft, Cessna 172N (N6479D) and Piper PA-28-140 (N84PB), were involved in a mid-air collision near Palm Springs, California (Palm Springs International airport). 3 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of both flight crews to see and avoid the other airplane while operating in the traffic pattern, which resulted in a mid-air collision. A contributing factor was the failure of the arriving aircraft to comply with air traffic control requests by not issuing a position report.
the failure of both flight crews to see and avoid the other airplane while operating in the traffic pattern, which resulted in a mid-air collision. A contributing factor was the failure of the arriving aircraft to comply with air traffic control requests by not issuing a position report.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 2000 · about 1:29 am local time
- Place
- Palm Springs, California · Palm Springs International · map
- Type
- Accident · mid-air collision
- Injuries
- 3 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172N · all 172Ns on the register
- Registration
- N6479D · no longer on the register · serial 17272827
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
- Aircraft 2
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N84PB · no longer on the register · serial 28-24584
- Damage
- Minor damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172N final · quoted from the NTSB record
A high-wing airplane and low-wing airplane collided in mid-air while operating in the traffic pattern at a controlled airport. The air traffic controller issued traffic advisories to both aircraft, and each pilot acknowledged the advisories. The controller also requested that the low-wing airplane, which was inbound to the airport, to "report two miles out on the forty five." The pilot of the low-wing airplane acknowledged the request; however, there was no evidence that the pilot gave the report. The high-wing airplane was in the process of making a right turn from crosswind to the downwind leg when the low-wing airplane (inbound on a 30 degree entry to downwind) impacted the high-wing airplane's left wing with its propeller and lower engine cowling. The high-wing airplane subsequently lost control, the flight instructor recovered, and conducted an emergency landing in a desert area adjacent to the airport. The low-wing airplane continued to the airport and landed without further incident. Review of the air traffic control system revealed that the control tower was not utilizing the Digital Bright Radar Indicator Tower Equipment (D-BRITE), which would provide controllers with additional radar data on the airplanes, because it was out of service due to being unreliable. However, FAA directives state that the D-BRITE system was never intended to be utilized for traffic separation. The pilots were informed that they did not have radar coverage while in the controlled airspace via the Automatic Terminal Information Service. Additionally, the Airman's Information Manual states that regardless of radar coverage, pilots have the sole responsibility to see and avoid other aircraft.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The NTSB's narrative for the Piper PA-28-140 final · quoted from the NTSB record
A high-wing airplane and low-wing airplane collided in mid-air while operating in the traffic pattern at a controlled airport. The air traffic controller issued traffic advisories to both aircraft, and each pilot acknowledged the advisories. The controller also requested that the low-wing airplane, which was inbound to the airport, to "report two miles out on the forty five." The pilot of the low-wing airplane acknowledged the request; however, there was no evidence that the pilot gave the report. The high-wing airplane was in the process of making a right turn from crosswind to the downwind leg when the low-wing airplane (inbound on a 30-degree entry to downwind) impacted the high-wing airplane's left wing with its propeller and lower engine cowling. The high-wing airplane subsequently lost control, the flight instructor recovered, and conducted an emergency landing in a desert area adjacent to the airport. The low-wing airplane continued to the airport and landed without further incident. Review of the air traffic control system revealed that the control tower was not utilizing the Digital Bright Radar Indicator Tower Equipment (D-BRITE), which would provide controllers with additional radar data on the airplanes, because it was out of service due to being unreliable. However, FAA directives state that the D-BRITE system was never intended to be utilized for traffic separation. The pilots were informed that they did not have radar coverage while in the controlled airspace via the Automatic Terminal Information Service. Additionally, the Airman's Information Manual states that regardless of radar coverage, pilots have the sole responsibility to see and avoid other aircraft.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record for the Cessna 172N from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,431 hours in all; 423 in this make and model; 246 in the last 90 days; 94 in the last 30 days; 1,367 as pilot in command; 423 on instruments
- Last flight review: July 29, 1999
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
Dual student
- Certificate: student
- Flight time: 25 hours in all; 25 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 10 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 9,054 hours
- Last inspection: annual inspection, February 13, 2000; 10 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 0 hours total
- Operator: Bermuda Dunes Air Service
The flight
- Departed from: PSP Palm Springs CA at 1:25 am
- Destination: UDD Bermuda Dunes CA
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
The factual record for the Piper PA-28-140 from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,250 hours in all; 150 in this make and model; 120 in the last 90 days; 35 in the last 30 days; 4,140 as pilot in command; 2,810 on instruments
- Last flight review: May 27, 1999
- Injury: no injuries
Dual student
- Certificate: student
- Flight time: 22 hours in all; 3 in this make and model; 22 in the last 90 days; 16 in the last 30 days; 3 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,404 hours
- Last inspection: annual inspection, May 12, 1999; 130 hours since
- Maximum gross weight: 2,050 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E2A (piston); 0 hours total
- Operator: Alliance International Aviation
The flight
- Departed from: CNO Chino CA
- Destination: PSP
- Flight plan: none
- Runway 31R, 4,952 ft by 75 ft
- A second pilot was aboard
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.